Skeleton structure for railway cars



April 6, 1937. F, HEYNER SKELETON STRUCTURE FOR RAILWAY CARS Filed Jan.19, 1934 5 Sheets-Sheet l April 1937- I F. HEYNER SKELETON STRUCTURE FORRAILWAY CARS Filed. Jan. 19, 1934 5 Sheets-Sheet 2 April 1937. F. HEYNERSKELETON STRUCTURE FOR RAILWAY CARS Filed Jan. 19, 1934 5 Sheets-Sheet 5F. HEYNER SKELETON STRUCTURE FOR RAILWAY CARS April 6, 1931 Filed Jan.19, 1934 5 Sheets-Sheet 4 Fig. 12 5a April FQHEYNER SKELETON STRUCTUREFOR RAILWAY CARS 5 Sheets-Sheet 5 Filed Jan. 19, 1934 I ll- 'I Ill .IlllIII Patented Apr. 6, 1937 SKELETON STRUCT CAR Fritz Heyner, Hanover,Franz Kruckenberg an Hanover, Germany Application January 19,

UlstE FOR RAILWAY Germany, assignor to (l Curt Stcdefeld, both of 1934,Serial No. 101,311

In Germany January 17, 19 3 18 Claims.

The invention relates to skeleton structures for railway cars, and moreparticularly for railway cars intended for very high speeds, anddescribes a novel three-dimensional latticework for such cars. Similarskeleton structures are described and claimed in my prior applicationSer. No. 660,283, filed March 10, 1933, on which Patent No. 2,040,257was granted May 12, 1936. The three-dimensional lattlcework of the carsdescribed in said application comprises low main girders disposed in theside walls below the bottom edge of the window surface which extendswithout interruption over the whole length of the car. The ends of theselow main girders are provided with rigid fiexure resistant orflexure-proof superstructures between which is fixed a moment resistingor buckling-proof roof or a false bottom below or both simultaneously.The inside and the outside linings enclose the main 20 girders. Stiffcross walls disposed at the" ends of this skeleton structure completethis latticework in space. These types of skeleton-are particularlyadvantageous for railway vehicles which can be built without regardbeing paid to any maximum moving dimensions, special restrictions etc.

When however in the design of modern vehicles, particularly. of thoseintended for high speeds, stream-line shapes, low-weight construc- 30tions, low position of center of gravity, etc. are to be taken intoconsideration, while there are fulfilled all conditions imposed byexisting railway installations, administrative prescriptions,dispositions of the platforms, habits of the pas- 35 sengers, etc., itis advantageous not to dispose the low main girders within the sidewalls. In order to reduce the air resistance, the false bottom of thevehicle is arranged close to the railheads and the cross sectionrestricted to the indispensable amount. When however the floor of thecar is left at the level of the platform top, the doors will be placedin recesses in the side wall of the car, these recesses extending fromthe car floor deeply into the roof. In this way the 45 main girder wouldbe completely out asunder in the side wall. When the girders are locatedin the planes of the side walls, other design requirements render itimpossible to offset the main 50 girder downwards.

It is an object of the present invention to obviate these severaldifficulties by the low main girders being disposed between the carfloor and the false bottom of the'vehicle and at the same 55 time out ofthe plane of the side walls. The ends of the girders carry rigidsuperstructures which are so connected to the girders as to resistbending, and bars capable of resisting bending and buckling extendbetween the superstructures. These bars may be structural members of theroof or connected with one another by web members or roof sheets so asto form the upper horizontal bracing of the skeleton of the car. Thiscarrying skeleton is completed by shells or shelllike bodies which beloware fastened to the low main girders and on top to the said flexureandbuckling-proof roof bars so as to form the car body proper. The saidshells consist of a framing comprising stiff cross frames andlongitudinal sections and are lined with sheet metal or another suitablelining material, the cross framings securing the roof bars againstbuckling, which bars are inserted between the end superstructuresconnected in a flexure-proof way. On account of the low weight aimedat,the side shells are made of the thinnest sheets and sectionsavailable which in the case of sensible deformations of the main girdersare liable to buckle and f crease.

It is a further object of the present invention 25 to obviate thisinconvenience by the length of the lateral shells being limited and thenumber of the said shells arranged in series being determined inaccordance with the degree of deformation likely to arise. In someinstances this subdivision of the shells in a lengthwise direction willnot yet be suflicient so that deformations should be possible within theshell unit concerned without resulting in creasing or buckling.1 To thisend the lining sheets are fastened at one edge only, preferably onthrough sections, the other edges of the lining being left movable,while the movable joints are sealed in a suitable manner against thepenetration of rain, dirt, etc.

The invention is illustrated diagrammatically and by way of-example onthe accompanying drawings on which Figs. 1-3 show the principle of theinvention in perspective views,

Figs. 4 and 5 show lateral shells,

Fig. 6 shows in an enlarged sca struction of a short lateral shell,

Fig. 7 shows details of fastening the lining oi said shells,v

Figs. 8, 10, 12, 13, 14 show structures, v

Figs. 9 and 11 lateral shells, suited for skeleton structures as shownin Figs. 8 and 10,

Fig. 15 shows the skeleton of the head of a high speed car,

Ie the condifferent skeleton girders which are disposed below the floorand to the ends of which are connected rigidly the superstructures 22,23, 24 and 25. These superstructures, in this instance, are frames 23,21, 23 and 29, stiffened against bending and which may, for example,enclose vestibules. Between the top ends of the superstructures 22, 23,24 and 25 is inserted the roof strip 30, the floor 3i acting as thelower horizontal bracing while the said roof strip is'the upperhorizontal bracing. By lateral shells, which may extend over the wholelength of the car (Fig. 1) or comprise a plurality.

of short ones behind one another (Fig. 3) this car skeleton is completedto the car body proper. According to the purpose aimed at, these shells1 and 3 show lateral shells suited for passenger cars, in which 32 isthe passenger room with a continuous window surface '33, while 34 and 33are for example auxiliary rooms, such as cloak room, lavatory, etc. 36and 31 may be vestibules or the like. Figs. 4 and 5 show the inside andthe outside of lateral shells,for 1, example, for container cars.

' with the cross frame 43 and between which suitable containers 33 maybe introduced into-the carjfrom the side. The-roof strip 3ll'is securedagainst buckling by the stiff cross frames 43 being disposed in thesideshells which frames are connected to the corresponding verticals 4iof the main girders (Fig. 2), the same as to the roof strip 33 inafmoment resisting way. i

In order to be as light'as possible thelateral shells (Figs. 1,3, 4 and5); are madeof the thin-- nest sheets and sections'available. Structuralmembers vofthis class .tend to bulging, buckling, and creasing inthe-case of deformations exceed ing a definite limit. Asthe lateralshells are.

fastened to the carrying skeleton. they necessarily partake of thedeformations thereof.

Whenever the magnitude of these deformations is below the limit referredto, the lateral shells can extend over the whole length of the car.

body-(Fig. 1). Otherwise shorter shells must be disposed side by side,their individual length being that of one or several compartments. Fig.3

shows such a plurality of shorter shells, the joint The shells consistof a skeleton not stiffened andwhich comprises of which is designated by42.

frames 40 and bottom and'top boom sections 45 and 46 respectively. Thelining sheets 43 areconnected to the frames '43 and the boom sections 45and 46. In some instances the sheet clothing must, on account of thedeformations of the car skeleton, be given so much that in spite ofthese deformations the outside surfaces of the said clothing remainsmooth. Fig.

sections whichborder the window surface 53.

The sections 43 and ill, by which the lateral shells are connected tothe skeleton, must partake of the contractions and dilations: of themembers of the skeleton to which theyare fastened, whereas the sections3i and 32 are not subject to such The side surface of these shells is'formed by the posts 33 only which are associated stance and 66 are theside, walls.

I bracing, the said 7 case it is readily freedom of motion,

and 43 are the lateral contractions and dilations since the changes oflength are compensated by the particular construction of the crossframes 41 and 43. The lining sheets 34 are at the sections BI and 32rigidly fastened to the framing of the lateral shells without beingsubject to deformations while the other edges 53 of the sheet are leftmovable.

Fig. '7 shows a perspective view of a section of such a movablearrangement of the lining sheet as taken at a joint formed by the liningplates and the cross beam 43, Fig. 6, which joint is sealed against thepenetration of atmospheric matter. 56 and 31 are the web plates of thecross frame 48 (Fig. 6) which are connected with each other by thesections 53 and '53. The latter are so shaped that the web plates 33 andI! are allowed to springingly move towards or from each other. So thesections 3i and 32 (Fig. 6) are left without sensible stress ordeformation. To these sections are fastened the lining sheets 33, whichcan have different shapes and appearances. Figs.

of sheet metal and internally connected with rubber sections 62. Thesetwo membersare together clamped between the said sections 53 and a strip63 intended'for reinforcing the section. On account of its ribbed shapeand sunlclent softness therubber 32 ensures tightness and satisfactorymobility. j The sheet strip 33 is fastened from the inside by means ofbolts 34.

5 Figs. 8and 10 show car skeletons'constructed on the same inventiveidea, Fig. 8 representing a design suited for compartment cars. In thisinagain the low girders dis- 31 and out of the plane of At their endsthey carry the superstructur'es 33,33, 13 and II connected therewith ina' moment resisting wayand engaging between them the horizontal bars 12and 13. By

posed below the floor the frames" and suitable struts 15, which are' atthe same time members of an upperhorizontal bars are secured againsthorizontal buckling. To this, skeleton. are, for example, applied aplurality of shells, each of the length of one 'compartmentfwhich withtheir lateral solid-web frames at the same time form thepartitions ofthe compartments. For better clearness only one of these shells (Fig. 9)is shown as being separated'from the skeleton. The other shells arerepresented inthe drawings by their sidewalls '14 only. Thesuperstructures 33, 33, I3 and H preferably enclose the auxiliary rooms.Fig. 10 shows a car skeleton of thesolid-web type. The superstructures13,19, 30 and 3| disposed at the ends are-closed frames, between whichthe roof strip of the main girders 16 and I1 32 is inserted. Thesolid-web construction of the main girder affords particular advantagesfor the construction of the side shells. -'In this possible to choosethe length of the .shells to be connected-tothe said girder,

without regard toa bayhdivision of'the main girder, which fact can be ofgreat advantage, for example, in the case of cars having compartments ofdifferent lengths according to the particular classes. Fig. 11 shows ashell which is suited for highcapacity cars and attached to the thingirder "and the roof strip 32 by means of its moment-resisting crossframe 35. In the drawings the other lateral shells. are diagrammaticallyrepresented by their cross frames laterally connected to the skeletonwhile the longitudinal sections and lining sheets are omitted.

For certain types of cars it is advantageous to v dispose the girders asclose to the side walls amuse g as possible. Riga-12 and13 showconstructions of this-type, in which, 04 and 05 are the main girders.'I'he superstructures 06, ll, and 80 againstwhich'bearsthebuckling-proof roof strip 90,-are inclined towards thecenter line while beingduly supported in order that full freedom is leftfor the design of the lateral shells. In Fig. 13 the main girders SI and92 are in an inclined position so that the clearance gage restrictedin-this place is better utilized, The inclined superstructures 93, 04,05 and 00, which are stiifened against flexure, are at 01 and I0connectedwith each other, and a buckling-proof compressionalbar 99 isinserted at these points. The closing of the passenger room as effectedby means of shells is diagrammatically'represented by the supportingframes I00. For better clearness the longitudinal bearers, thehorizontal bracing and the sheetlining are omitted in the drawings.

Fig. 14 shows a further embodiment of the inventive idea. The low maingirder IN is disposed below the floor and the superstructures I02, I00,I0| and-I05 thereto connected in a flexure-proof way embrace betweenthem the wings or projections I01, I00, I09 and H0 of the roof portionI06. The rigid supporting frames III diagrammatically represent theconstruction of the clothing arrangement.

Fig. 15 shows how the skeleton of a high-speed vehicle is built up inaccordance with the present invention and it represents the front end'of a modern stream-line high-speed car. The stream-line isdiagrammatically shown by the dotted contour II2, while H3 is therunning and driving gear and Ill the engine room. The

main girders H6 and III disposed below the floor I I5 of the passengerroom are deflected to extend upwards abovethe running gear and downwardsagain below the engine room: In suitable places are connected theflexure resisting superstructures H8 and 9, with which is connected thebuckling-resistant roof strip I20. To the end of the cantilever portionof the main girders Iii and Ill respectively projecting beyond therunning gear H3, there are connected superstructures I2I and I22 whichare likewise stiffened against deforming moments. Between thesesuperstructures and those designated by H0 and H9 is disposed a roofportion I23 subject to tensile stress and which has the same relievingeffect on the cantilever portion as the roof portion I20 on the centralpart of the said main girders. The outside contour of the passenger roomis again diagrammatically shown by the stiff frames I24. For bettercleamess the outside lining is omitted in the drawings.

In some instances it is desirable to bring the superstructures connectedto the main girders, out of the plane of the said main girders, forexample, in order to allow fora more convenient disposition of theauxiliary rooms. Fig. 16 shows such an arrangement. By I25 and I20 areagain designated the main girders which are disposed below the floor I21and in close proximity to the wheels I28 of the running gear. On bothsides of the narrow passage I29, which may lead to another car, thereare arranged the auxiliary rooms I30 and I3I which may be used as cloak'room, lavatory, service compartment, kitchen etc. The superstructuresI32 and I32 being disposed in the plane of the main'girders I25 and I20would result in rather narrow auxiliary rooms or at least interfere withan advantageous disposi- 75 tion thereof. This inconvenience is obviatedwhen the superstructures I32 and III are brought out of the plane of themain girders, for example, by being shifted towards the center line ofthe car. Every single memberof the said superstructures must then beconstructed as a flexure-resistant frame bar.. When symmetry isadmissible, closed frames I" could be used to advantage. The rigidframes. I05 diagrammaticaly represent the lateral sheels attached to theskeleton, and

the chain-dotted lines I30 and Ill show stiffening members between'thetwo buckling-resistant roof members I which are connected to thesuperstructures I02 and I32.

I claim:

1. In a railway car having a floor and side walls, main girders belowsaid floor and out .of the planes of said side walls, superstructures atthe ends of and rigidly connected to said girders to resist flexingthereof, a compression resisting roof member connected between saidsuperstructures, and a plurality of spaced connecting means between saidroof member and said girders to reinforce said roof member againstdeflection, said connecting means being located between saidsuperstructures and bowed outwardly from the planes of said girders toprovide a clear space above the floor level of greater width than thespacing of said girders.

2. In a railway car havlng a floor and side walls, main girders belowthe floor and out of the planes of the side walls, superstructureserected at the ends of said girders, means connecting said girders andsuperstructures to resist flexing, a com-V pression resisting barbetween said superstructures and forming a member of the roof, meanslocated between said superstructures and connecting the respectivegirders to said bar, said connecting'means being bowed outwardly topro-' vide a clear space above the floor level of greater width than thespacing of the said girders, and shells enclosing the useful space ofthe car and connected to said girders and said bar- 3. In a railway carhaving a floor and side walls,

main girders below the floor and out of the planes of the side walls,superstructures erected at the ends of said girders, means connectingsaid girders and superstructures to resist flexing,a plurality ofcompression resisting bars between said superstructure and formingmembers of the roof,

means located between said superstructures and connecting therespectivegirders to said bars, said connecting means being bowedoutwardly to provide a clear space above the floor level of greaterwidth than the spacing of the said girders, and shells enclosing theuseful space of the car and connected to said girders and said bars.

4. In a railway car having a floor and side walls, main girders belowthe floor and out of the planes of the side walls, superstructureserected at the ends of said girders, means connecting said girders andsuperstructures to resist flexing,-

said superstructures each including a pair of longitudinally spacedmembers, a compression resisting roof including lateral extensionspositioned between and connected to the respective pairs of spacedmembers of said superstructures, an outer sheath defining the outersurface of the car, and a plurality of members cooperating with saidgirders and roof to support said sheath, said members being bowedoutwardly from the planes of said girders.

5. In a railway car having a floor and side walls, main girders belowsaid floor out of the planes of the side walls and inclined towards thelongitudinal central plane of the car, superstructures at the ends ofthe girders, means connecta ing said girders and superstructures toresist flexing, a compression resistant roof means including a barconnected between said superstructures, and shells connected to saidgirders and bar.

6. The invention as claimed in claim 5, wherein said roof means includesa plurality of bars connected'between said superstructures. and meansconnecting said bars for mutually reinforcing the same.

'I. In a railway car having a floor and side walls, main girdersdisposed below the floor and out of the planes of the side walls withinplanes inclined towards the longitudinal central plane of the car,superstructures disposed at their ends within the same planes, means toconnect the said girders and superstructures in a flexureresistant way,a pressure-resistant 'bar inserted between the contacting ends of thesaid structures and adapted to be a member of the roof,

and shells connected to the said girders and the said bar.

8. In a railway car having a door and side walls, main girders below thefloor and out of the planes of the side walls,-superstructures disposedat the ends and out of the planes of the said girders, means to connectthe said girders and superstructures in a flexure-resistant way,

0 a single pressure-resistant bar between the superstructures atsubstantially the longitudinal central plane of the car and adapted tobee, member of the roof, and shells connected to the said girders and tothe said bar.

3 9. In a railway car having a floor and side walls, main girders" belowthe floor and out of the planes of the side walls, superstructuresdisposed at the ends and outof the planes of the said girders, means toconnect the said girders 40 in a flexure-resistant way, a plurality 0tpressure-resistant bars inserted between the superstructures and adaptedto stiil'en one another and to be members of the roof, a plurality ofoutwardly bowed members connecting the respec- 45 tive girders to thebars adjacent the corresponding outer edges of the car, and shellsconnected to the said girders and bars.

10. In a railway car having a floor and-side walls supported indirectlyupon running gear,

50 main girders below the floor and out ofithe planes of the side walls,extensions of the said girders projecting as cantilevers beyond therunning gear, superstructures connected to the girders at suitablepoints, means to connect the said girders 55 and superstructures in aflexure-resistant way,

a pressure-resistant bar inserted between the superstructures andadapted to be a member of the roof, and shells connected to the saidgirders and to the said bar.

60 11. In a railway car having a floor and side walls supportedindirectly upon running gear, main girders below the floor and out ofthe planes of the side walls, extensions of the girders projecting ascantilevers beyond the running gear,

05 superstructures connected to the girders at suitable points, means toconnect the said girders and superstructures in a ilexure-resistant way,pressure-resistant bars inserted between the superstructures and adaptedto stiifen one another 70 and to be members of the roof, tensional barsconnecting the said bars and the said cantilevers, and shells connectedto the said girders and pressure-proof bars.

12. In a railway car having a floor and side 7 walls supportedindirectly upon running gear,

main girders below the floor out of the planes of the side walls.extensions of the said girders projecting as cantilevers beyond therunning gear, superstructures connected to the said girders at suitablepoints and at the ends thereof, means to connect the said girders andsuperstructures in a flexure-resistant way. a pressure-resistant barinserted between the superstructures and adapted to be a memberof theroof, and shells connected to the said girders and the said bar.

13. In a railway car'having a floor and side walls supported indirectlyuponrunning gear. main girders below the floor and out of theplanes ofthe side walls, extensions of the saidg girders projecting beyond therunning gears assfcantilevers, superstructures connected to the saidgirders at suitable points and at the ends thereof, means to connect thesaid girders and superstructures in a flexure-resistant way,Pressure-resistant bars inserted betweenthe superstructures and adaptedto stiil'en one another and to be members of the roof, and shellsconnected to the said girders and bars.

14. In a railway car having a floor and side walls, main girders belowthe floor and out of the planes of the side walls, superstructuresconnected to the said girders, means to connect the superstructures andgirders in a flexure-resistant way, shells enclosing the useful space ofthe car and extending over the full length thereof, a roof stripinserted between the said superstructures, the shells being connected tothe said main girders and to the said roof strip.

15. In a railway car having a floor and side walls, main girders belowthe floor and out of the plane of the side walls, superstructuresconnected to the said girders, means to connect the superstructures andgirders in a flexure-resistant way, shells comprising a plurality ofsheathing members enclosing the useful space of the car so as to extendover the full length thereof and a latticework to which said sheathingmembers are slidably attached in the plane or the outer surface of thecar, a roof strip inserted between the said superstructures. thesheathing members being connected to the said main girders and to thesaid roof strip.

16. In a railway car having a floor and side walls, main girders belowthe floor and out of the planes of the side walls, superstructuresconnected to the said girders, means to connect the superstructures andgirders in a flexure-resistant way, a roof strip inserted between thesuperstructures, a plurality of laterally open shells enclosing theuseful space of the car and arranged side by side, which shells areconnected to and directly supported by the said main girders and thesaid roof strip.

1'7. In a railway car having a floor and side walls, main girders belowfloor and out of the planes of the side walls, superstructures connectedto the said girders, means to connect the superstructures and girders ina fiexure-resistant way, a roof strip inserted between thesuperstructures, a plurality of laterally closed shells enclosing theuseful space of the car and arranged side by side, which shells areconnected to and directly supported by the said main girders and thesaid roof strip.

18. In a railway car having a floor and side walls, main girders belowthe floor and out of the planes of the side walls, superstructuresconnected to the said girders, means to connect the superstructures andgirders in a flexure-resistant way, a. roof strip inserted between thesuperstrucof the car, and interchangeable containers for tures, aplurality of outwardly bowed members insertion between adjacent bowedmembers and connecting the respective girders to the correcooperatingtherewith to form the outer surface spending edges of the roofing strip,the outer or the car.

5 edges of said members defining the outer surface FRITZ HEYNER. 5

